RU205168U1 - Internal combustion engine - Google Patents

Abstract

An internal combustion engine is proposed. The internal combustion engine contains a gasket for sealing gaseous products of combustion, located between the cylinder head and the crankcase, having a polygonal cross-section and surrounding the cylinder around the periphery, and the specified gasket provides a path for transferring the load and sealing the gaseous products of combustion in the cylinder. The inner side of the said gasket is located axially above the groove extending downward relative to the cylinder axis, while when the gasket for sealing the combustion gases is not loaded, the lower surface of the groove is located at a distance from the radial side of the said gasket. 26 ill.

Description

PRIORITY ASKED

[0001] This application claims the priority of Indian Application No. 202041029646, filed July 13, 2020.

LEVEL OF TECHNOLOGY

[0002] Certain gaskets in an engine, such as in US Pat. No. 4,474,147, provide a function of sealing fluids and combustion gases to reduce or prevent coolant from entering the combustion chamber and entering combustion gases into the water jacket coolant. However, gaskets in an engine are subject to both relatively high temperature and mechanical stress due to combustion forces and thermal expansion and contraction of the engine. Engine cylinder liners experience similar thermal and mechanical stress during engine operation. Stressing can lead to a deterioration in the effectiveness of the gaskets, which in some cases leads to undesirable leakage of coolant and / or combustion gases. In addition, thermal and mechanical stress can damage the cylinder liner, causing abrasive piston wear and oil leakage from the combustion chamber.

[0003] It is desirable to provide a device and method that is different from the devices and methods currently used.

ESSENCE OF THE USEFUL MODEL

[0004] As one example, an internal combustion engine is provided. The internal combustion engine contains a cylinder liner located in the crankcase and containing a seal located in the groove and in sealing contact with the crankcase. The internal combustion engine also contains a gasket for sealing gaseous products of combustion, located between the cylinder head and the crankcase, having a polygonal cross-section and surrounding the cylinder at the periphery, and the specified gasket provides a path for transferring the load and sealing gaseous products in the cylinder. In this case, the inner side of the said gasket is located in the axial direction above the groove made in the cylinder liner and extending downward relative to the cylinder axis, and when the gasket for sealing the gaseous combustion products is not loaded, the lower surface of the groove is located at a distance from the radial side of the said gasket.

[0005] As another example, an internal combustion engine is proposed. The internal combustion engine contains a gasket for sealing the combustion gases. The gasket for sealing the combustion gases is located between the cylinder head and the crankcase, has a polygonal cross-section and surrounds the cylinder at the periphery. The specified gasket for sealing the gaseous products of combustion provides a path for transferring the load and the sealing of the gaseous products of combustion in the cylinder. In the specified internal combustion engine, the inner side of the gasket for sealing the combustion gases is located axially above the groove extending downwardly relative to the cylinder axis. When the gasket for sealing the combustion gases is not loaded, the lower surface of the groove is located at a distance from the radial side of the specified gasket.

[0006] As another example, an internal combustion engine is proposed. The internal combustion engine contains a fluid sealing gasket located between the cylinder head and the crankcase. The fluid seal has two upper flanges extending upwardly from the base relative to the axis of the cylinder. In addition, the fluid sealing gasket comprises two lower flanges extending downwardly from the base relative to the axis of the cylinder. Moreover, the internal combustion engine comprises a cylinder liner disposed in a crankcase bore and having a cylinder bore. The fluid sealing gasket extends around a portion of the channel in the water jacket, axially through the crankcase.

BRIEF DESCRIPTION OF DRAWINGS

[0007] FIG. 1 is a perspective view of an engine system with a crankcase and cylinder studs.

[0008] FIG. 2 shows the crankcase of FIG. 1, without cylinder studs.

[0009] FIG. 3 is another perspective view of the crankcase of FIG. one.

[0010] FIG. 4 is an enlarged view of the water jacket window in the crankcase of FIG. 3.

[0011] FIG. 3 is another perspective view of the crankcase of FIG. one.

[0012] FIG. 6 is an enlarged view of the water jacket window in the crankcase of FIG. 6.

[0013] FIG. 7 shows an engine system with a cylinder head connected to the crankcase of FIG. one.

[0014] FIG. 8 is a cross-sectional view of the engine system of FIG. 7.

[0015] FIG. 9 is an enlarged view of the cylinder liner, cylinder head and crankcase in the engine system of FIG. eight.

[0016] FIG. 10 is an enlarged view of embodiments of the undercut in the crankcase of FIG. nine.

[0017] FIG. 11-14 are enlarged views of a cylinder liner in the engine system of FIG. nine.

[0018] FIG. 15 is a view of a gasket for sealing combustion gases in the engine system of FIG. nine.

[0019] FIG. 16 and 17 are views of a cylinder head in the engine system of FIG. nine.

[0020] FIG. 18 is a cross-sectional view of an oil scraper ring in the engine system of FIG. nine.

[0021] FIG. 19 is a view of a gasket for sealing fluid in the engine system of FIG. nine.

[0022] FIG. 20 is a cross-sectional view of the fluid seal of FIG. fifteen.

[0023] FIG. 21 is a perspective view of the cylinder liner and cylinder head in the engine system of FIG. nine.

[0024] FIG. 22, 23 and 24 are cross-sectional views of a combustion gas seal located between the cylinder head and cylinder liner shown in FIGS. 21.

[0025] FIG. 25 is another cross-sectional view of a combustion gas seal located between the cylinder head and cylinder liner shown in FIG. 21.

[0026] FIG. 26 is a view of the combustion gas seal of FIG. 25 when bent.

DETAILED DESCRIPTION

[0027] The following description relates to an internal combustion engine designed to provide improved sealing of combustion gases and fluid, as well as increased service life. To achieve these capabilities, the gaskets for sealing the fluid and combustion gases may not be associated with each other to ensure that the gaskets meet specific sealing requirements in the vicinity of the combustion chamber and fluid passages, such as coolant and oil passages. The engine can compensate and match seal functionality and fatigue limit values for components such as the cylinder liner and crankcase. As a result, the likelihood of component damage and gas or fluid leakage can be reduced.

[0028] FIG. 1 and 2 show a perspective view of a crankcase with a water jacket providing the desired cooling around the cylinder liners. FIG. 3-6 show other perspective views of the crankcase showing windows in the cylinder water jacket that circulate coolant around the cylinder liners. FIG. 7 depicts an engine system with a cylinder head attached to the crankcase by cylinder studs oversized to allow for greater compression of the gasket. FIG. 8 is a cross-sectional view of an engine system with jacket water channels through the crankcase and cylinder head to increase engine cooling. FIG. 9 is an enlarged view of a gasket for sealing gaseous combustion products, a gasket for sealing a fluid, and a groove made with an increased service life, as well as with the possibility of sealing the fluid and gaseous combustion products. FIG. 10 is a detailed view of embodiments of a recess in a crankcase adjacent to the cylinder liner by means of a seal. FIG. 11-14 depict views of a cylinder liner with a seal groove for increased sealing. FIG. 15 is an enlarged view of a gasket for sealing gaseous products of combustion, configured to resiliently deform and reduce the likelihood of plastic deformation of the gasket. FIG. 16 and 17 show views of a cylinder head with a stepped boundary surface, the outline of which accommodates a gasket for sealing the combustion gases and simplifies engine assembly. FIG. 18 is a view of an oil scraper ring configured to mate with a cylinder liner and shaped to reduce the likelihood of improper installation. FIG. 19 and 20 depict views of a fluid sealing gasket that is not associated with a combustion gas gasket and provides reliable sealing of the coolant and oil passages between the crankcase and the cylinder head. FIG. 21, 22, 23 and 24 are views of an engine system, a gasket for sealing gaseous gases and a recess in the crankcase that resiliently deforms the gasket to create a reaction force that counteracts radially directed external forces and reduces the likelihood of permanent deformation and cracking of the gasket. FIG. 25 and 26 are enlarged views of a flue gas sealing gasket showing the elastic flexion of said gasket under load.

[0029] FIG. 1 and 2 show an example of an internal combustion engine system 100 having a crankcase 102. The engine system can be configured in different ways to accommodate different platforms. Relevant platforms may include stationary platforms and mobile platforms. Suitable mobile platforms may include a vehicle. Suitable vehicles may include a rail vehicle, a sea vessel, a road vehicle, off-road vehicles, mining and industrial equipment, and the like. Suitable stationary platforms may include a stationary power generator and the like. The engine can be configured for compression ignition and therefore can include a fuel delivery system, an intake system, and an exhaust system. In one embodiment, the fuel delivery system during engine operation may provide diesel fuel to the cylinders using conventional components such as fuel tanks, pumps, valves, and the like. The compression ignition function of a given engine can improve the fuel efficiency of a given engine when compared to engines of the same size with spark ignition. However, innovative technology can be used in spark ignition engines. Other suitable fuels may include biodiesel, natural gas, alcohol, kerosene, hydrogen, and the like, as well as combinations of two or more of the above.

[0030] The engine system 100 shown in FIG. 1 comprises cylinder pins 104 connected to said system, while in FIG. 2 the studs are not shown so that the design features covered by the studs are visible. Once the engine is assembled, the cylinder studs can secure the cylinder head to the crankcase and compress the seals located between the cylinder head and crankcase.

[0031] The crankcase may contain multiple cylinders 106. In the illustrated example, the cylinders may be located in blocks 108, 110 with a V-arrangement. In particular, the first group of cylinders may be located in the first block 108 on the first side 112 of the crankcase, and the second group of cylinders may be located in the second block 110 on the second side 114 of the crankcase. In this example, the cylinder blocks 108, 110 may be angled less than 180 °. Thus, the planes passing through the central axes 111 of each cylinder intersect with each other. The central axes of the cylinders can also be referred to as the cylinder axes (for example, the longitudinal axes of the cylinders). In each block, the cylinders may be arranged in series from the first longitudinal side 116 of the engine to the second longitudinal side 118 of the engine. In other examples, a different arrangement of cylinders in the engine may be used, for example, an arrangement of cylinders in a row, a horizontally opposed arrangement of cylinders, etc. However, the V-type engine can have more efficient use of space and generate less vibration than engines having the aforementioned cylinder configurations.

[0032] The crankcase may comprise a water jacket 119 having channels 120 filled with coolant during operation and communicating with the cooling system. Thus, coolant can circulate through the crankcase and through the cylinder head during combustion in the engine. To provide functionality for circulating the coolant, the cooling system may contain conventional components such as pumps, radiators, valves, etc. For clarity, FIG. 1-2 and FIG. 3-20, a coordinate system 150 may be represented having a z-axis, a y-axis, and an x-axis. In one embodiment, the z-axis may be parallel to the axis of the gravitational field, the y-axis may be the longitudinal axis, and the x-axis may be the transverse axis. However, in other embodiments, the axes may have a different orientation.

[0033] FIG. 3 shows an engine system with a crankcase having water jacket windows 300. Each of the water jacket windows can be located on the first side 302 (eg, the outside) of the corresponding cylinder 106. These windows can be inlets and provide for the direction of coolant in the channels located around the cylinder liner.

[0034] FIG. 4 is an enlarged view of one of the water jacket windows showing the change in the window profile. The change in the window profile is indicated by position 304. As shown in the drawing, the axial height 306 of the window, measured from the central axis 350 of the corresponding cylinder shown in FIG. З, can be reduced in comparison with the previous versions. The radial direction can represent any direction perpendicular to the central axis 350 of the cylinder, and the axial height can be measured along the central axes of the cylinders. As described herein, the upwardly oriented axial direction may be a direction along or parallel to the cylinder's central axis and directed toward the upper side 352 of the engine system. Conversely, the downward-oriented axial direction may be a direction along or parallel to the central axis of the cylinder and directed towards the underside 354 of the engine system 100.

[0035] The window shown in FIG. 4 can have a reduced height, which makes it possible to increase the thickness of the crankcase wall. As a result, the structural integrity of the crankcase can be improved. Increasing the wall thickness of the crankcase allows you to change the profile of the groove. Changes to the profile of the recess improve the sealing efficiency at the interface between the cylinder liner and the crankcase. More specifically, increasing the crankcase wall thickness may allow a seal groove (such as an o-ring) to be formed in a cylinder liner located in the crankcase. The seal increases the degree of sealing of the system.

[0036] FIG. 5 shows a crankcase with water jacket windows 400. Each of the water jacket windows 400 may be located on the second side 402 (eg, the outside) of the cylinders. An enlarged view of one of the water jacket windows showing the change in profile of the window can be seen in FIG. 6. The change of the window profile is indicated by the position number 404. As shown in the drawing, the axial height 406 of the window 400, measured from the central axis 350 shown in FIG. 5 can be reduced compared to previous versions. Again, reducing the height of the water jacket window allows for a decrease in the crankcase wall thickness, which increases the structural integrity of the crankcase, and in some embodiments allows the formation of a groove in the cylinder liner for a seal (for example, an O-ring).

[0037] In addition, the axial height 406 of the window 400 shown in FIG. 6 may be less than the height 306 of the window 300 shown in FIG. 4 to achieve a predetermined coolant flow rate around the cylinder liner. In some embodiments, designing windows with this configuration provides a predetermined cylinder cooling profile. The coolant flow pattern can be selected to reduce the likelihood of unwanted crankcase deformation, for example, due to an unbalanced heat load.

[0038] FIG. 7 depicts a cylinder head 500 in an engine system 100. The cylinder head 500 may be connected to the crankcase via pins 104. In one example, the pins may have a diameter 502 in the range greater than about 25 millimeters (mm). For example, the pin may have a diameter of about 27 mm. The diameter of the studs can be selected based on factors such as the target compression ratio of the gasket, the number of studs in the engine, and the pin layout. More specifically, the diameter of the pins can be selected to provide a predetermined payload and contact pressures across the gaskets to seal the fluid and combustion gases.

[0039] FIG. 7 shows the distance (eg, longitudinal and transverse pitch) 504 between the centers of two studs. Distance 504 can be between 195 mm and 205 mm. With this distance between the pins, the engine can maintain the desired compression ratio of the spacer. In one embodiment, the distance 504 may be approximately 198 mm. However, in engines with different expected cylinder pressures, variable pitch studs may be used. FIG. 7 shows a cutting plane (line 6-6) defining the sectional view of FIG. eight.

[0040] FIG. 8 is a cross-sectional view of an engine system 100 with a cylinder head 500 connected to a crankcase. In addition, one of the cylinders is shown with a water jacket 119 and channels 120. For clarity, the central axis 350 of the cylinder is shown. One of the channels directs coolant around the cylinder liner 600, which allows more heat to be removed from the cylinder. The cylinder liner can be installed in the crankcase, while the said liner provides a sealing surface for the piston rings. The cylinder liner may have an opening 601 that forms part of the cylinder boundary. FIG. 8 shows the cylinder head valve openings 602 and corresponding passages 604. These openings and passages allow fresh air to enter the cylinder and exhaust gases to be removed from the cylinder during combustion. Thus, holes and channels can be incorporated into the intake and exhaust systems of the engine.

[0041] An oil scraper ring 606 may be disposed on the inner shoulder 608 of the cylinder liner. The oil scraper ring serves to remove oil or other suitable lubricant from the piston during combustion. Oil scraper ring 606 may have beveled surfaces 607 located on opposite axial sides of the ring. The likelihood of incorrect installation of the oil scraper ring can be reduced if the specified ring has not one but two beveled surfaces. Thus, the procedure for installing the oil scraper ring can be simplified if the ring has a double beveled contour.

[0042] FIG. 8 shows a seal 610 (eg, an o-ring) located in a groove 612 of the cylinder liner. The seal 610 allows a more effective seal to be formed at the interface between the cylinder liner 600 and the crankcase. Consequently, the likelihood of fluid leakage from the water jacket 119 can be reduced. However, in alternative embodiments, such a seal may not be present in the system.

[0043] FIG. 9 is an enlarged view of an engine system 100 comprising a cylinder head 500, a crankcase, a cylinder 106, a cylinder liner 600, an oil scraper ring 606, and water jacket passages 120. One of the water jacket channels 120 may extend below the bottom surface 614 of the crankcase and vertically upward along the side surface 616 of the crankcase. An upwardly extending coolant channel located in the crankcase extends further into the cylinder head 500. A fluid seal 618, located between the cylinder head 500 and the crankcase, seals the coolant passages that extend into the head.

[0044] In one embodiment, the engine system may include a combustion gas seal 620 compressed by the cylinder head 500 and crankcase. In the illustrated embodiment, said gasket 620 may be spaced from and separated from the fluid sealing gasket 618. More specifically, the fluid seal 618 may have a base (eg, a metal base) that is not aligned with the combustion gas seal 620. Separating the gaskets for sealing the combustion gas and the fluid allows for separate matching of the properties of the gaskets to reduce the likelihood of mixing the combustion gases and the coolant and contamination of the coolant or combustion chamber. For example, the fluid seal 618 may have one or more elastomeric flanges 621. These flanges may provide a seal around the channels of the water jacket. Having a distance between the flange of the fluid sealing gasket and the combustion chamber can reduce or eliminate the likelihood of flange cracking and permanent deformation of the gasket. The combustion gas seal may be designed to withstand an increased thermal load compared to a fluid seal due to proximity to the combustion chamber. For example, a gasket for sealing the combustion gases can be made of metal. Suitable metals may include steel, copper, tin, nickel and lead, as well as alloys of the above metals. The metal can have multiple layers. Some metal gaskets may provide a more effective sealing of combustion gases, but may be relatively more expensive.

[0045] FIG. 9 shows a seal 610 located in a groove 612 of the cylinder liner 600. A seal 610 seals the interface 623 between the cylinder liner 600 and the crankcase. Thus, the seal 610 can be squeezable when assembling the engine and can be made of an elastomeric material. FIG. 9, a recess 622 is visible below the seal 610. The recess 622 may have a curved surface 624, the profile of the recess may allow the seal to be embedded in the cylinder liner 600. FIG. 9 shows a seating surface 626 for a cylinder liner 600. The specified seating surface 626 can provide a more even distribution of stresses between the cylinder liner 600 and the crankcase.

[0046] FIG. 10 is an enlarged view of two embodiments of the undercut 622 shown in FIG. 9 located in the crankcase. More specifically, the first embodiment of the undercut is indicated by reference numeral 700, and the second embodiment of the undercut is indicated by reference numeral 702. The first embodiment 700 of the undercut corresponds to the profile of the undercut 622 shown in FIG. 9. In each of the embodiments shown in FIG. 10, the groove may be sized to balance the sealing performance of the gasket and the fatigue limit that can occur in the liner and crankcase. Thus, undercuts having one or more of the following design features can provide a balance between these competing characteristics in a predetermined manner.

[0047] The first embodiment of the undercut 700 can have a curved surface 704 that can be symmetrical about the horizontal axis 706. Unlike the first embodiment, the second embodiment of the undercut 702 has a curved surface 708 that can be asymmetric about the horizontal axis 710. Radius of curvature 712 for the first embodiment, the undercut 700 may be approximately 2.5 mm. In one practical example, the radius 714 of curvature of the undercut 702 of the second embodiment may be approximately 7 mm. In another practical application, the curved surface in the recess may be matched to the thermal expansion and contraction of the cylinder liner shown in FIG. 9 during engine operation.

[0048] A second embodiment of the undercut 702 shown in FIG. 10 may have an axial height 716 which may be less than or equal to 8 mm. In addition, the radial length 718 of the seating surface 626 can range from 110 mm to 120 mm. Specifically, in one example, the radial length 718 can be about 116 mm. In a second embodiment, the undercut 702 may have a tangent surface 720 located at an angle 722. In one example, the angle 722 may be approximately 163 °. In addition, in FIG. 10 shows a vertical surface 724 of the crankcase that can be offset relative to the radius of curvature of the recess. Position number 726 denotes the offset length. In one particular application, the offset length 726 may be approximately 0.5 mm.

[0049] FIG. 11 shows a view of the cylinder liner 600, with a portion of the liner shown in section. FIG. 11 shows a groove 612 for the seal 610 of FIG. 9. In FIG. 11 specifies an outside diameter of 800 for the cylinder liner 600. In one practical application, the outer diameter 800 can be approximately 233 mm. FIG. 11 shows the inner diameter 802 of the groove 612. In one embodiment, the inner diameter 802 may be approximately 224 mm. Profiling the cylinder liner in this way allows the seal to be installed in the liner and also to provide a more even distribution of the contact pressure in the liner. However, liner profiles can be made in which the seal groove may not be present.

[0050] FIG. 12 also depicts a cylinder liner 600 provided with a groove 612. The liner surface 900 may be located at an angle 902 measured from a horizontal axis 904. The angle 902 shown in FIG. 12 is shown in an enlarged view so that it can be seen in the drawing. Thus, the surface 900 is tilted away from the crankcase seating surface 626 of FIG. 10. Angle 902 can be 6 to 14 minutes. In one specific example, the angle can be about 10 minutes. The surface 900, which has this profile, provides a more even stress distribution, increasing the reliability and life of the liner. FIG. 12 depicts the axial height 906 of the flange 908 of the cylinder liner 600. In some examples, the axial height 906 may be greater than 20 mm (eg, approximately 22 mm). By making the sleeve flange more than 20 mm high, it is easier to make the sealing groove 612 inside the sleeve.

[0051] FIG. 13 shows another view of the cylinder liner 600. The cylinder liner 600 can have a recess 1000, the surface of which can be shot blasted to increase the liner fatigue resistance, thereby increasing liner reliability and life. Shot peening can be the process of treating a material to produce a residual stress layer, thereby altering the mechanical properties of the material. For example, shot blasting can impact the surface and create dents in the surface.

[0052] Undercut 1000 may have a bottom surface 1002, which in the illustrated embodiment may be curved. However, in other embodiments, the surface may have a flat profile. In some cases, the radius 1004 of curvature of the surface 1002 can be approximately 5.5 mm, which can provide the necessary balance between the structural integrity of the liner and the location of the channels of the water jacket. However, in alternative embodiments, other liner recess sizes may be used that may provide different targets for liner structural integrity and water jacket cooling.

[0053] In addition, in FIG. 13 shows an inner shoulder 608 of a cylinder liner 600, the profile of which accommodates the oil scraper ring 606 of FIG. 9. Thus, the height of the inner shoulder 608 may be greater than or equal to the height of the oil scraper ring. In this case, the oil scraper ring 606 can be mated with the inner shoulder 608 of the cylinder liner 600.

[0054] FIG. 13 shows an upper shoulder 1008 formed in a sleeve 600, with a recess 1010 adjacent to said shoulder. The gasket 620 shown in FIG. 9 can be installed on the upper step 1008 when assembling the engine. Thus, the upper shoulder 1008 serves to retain the spacer in the radial direction and can facilitate installation of the spacer by providing a visual indication of its location. The recess 1010, made in the liner, allows the gasket to flexibly bend under load. Therefore, the likelihood of plastic deformation of the gasket can be reduced. The interaction between the spacer, top shoulder and undercut can be described in more detail herein with reference to FIG. 22-26.

[0055] FIG. 14 shows a cylinder liner 600 having a tapered surface 1100. In one practical application, the angle 1102 of the tapered surface may be between 35 ° and 36 °. However, other angles of the beveled surface can be envisaged, as well as embodiments in which there is no beveled surface 1100 in the cylinder liner 600. The beveled surface 1100 can be matched to thermal expansion and contraction of the liner during engine operation and ensure smooth mating of the liner with the crankcase during the process. installation.

[0056] The axial width 1104 of the groove 612 may be illustrated in FIG. 14. In one example, the axial width 1104 can range from 6 mm to 7 mm. For example, in one practical application, the axial width 1104 may be approximately 6.5 mm. The diameter of the seal (eg, o-ring) 610 shown in FIG. 9 may be of a similar size to compress the seal when the liner is installed in the crankcase. Matching the groove and seal dimensions to the above range allows the seal to provide the desired seal without unduly compromising the structural integrity of the liner flange.

[0057] FIG. 15 shows a gasket 620 for sealing combustion gases. In particular, the inner diameter 1200 and the outer diameter 1202 of the spacer 620 are shown. In one example, the inner diameter 1200 can be from 194 mm to 198 mm and the outer diameter can be from 208 mm to 212 mm. In one particular practical application, the inner diameter 1200 can be approximately 196.1 mm and the outer diameter can be approximately 210 mm. In addition, in FIG. 15 shows the axial thickness 1204 of the spacer 620. In one example, the vertical thickness may be approximately 1.9 mm. A flue gas seal having such a profile can provide a predetermined load transfer path and a flue gas seal function. However, the combustion gas seal may have an alternate profile in engines with an alternate load path and other seal targets that may be selected based on expected cylinder pressure, expected cylinder head and crankcase operating temperature ranges, cylinder head and crankcase profile. etc.

[0058] FIG. 16 depicts a cylinder head 500 having a protrusion 1300. The protrusion 1300 may be a stepped surface with an outer wall 1302 shown in FIG. 17 extending between two surfaces (eg, radially aligned surfaces) 1305 shown in FIG. 17. The protrusion assists in retaining the combustion gas seal 620 of FIG. 9, and when the spacer expands, the protrusion can support the spacer along its outer diameter. Thus, in one example, the axial height 1314 of the projection shown in FIG. 17 may be equal to or slightly less than the axial height of the combustion gas seal 620 shown in FIG. 9 to provide compression of the gasket. This protrusion reduces the likelihood of damage (eg, abrasive wear) of the fire surface 1303 during the manufacture and transportation of the cylinder head. For example, the protrusion of the cylinder head 500 facilitates handling of the head and reduces the likelihood of unwanted contact between the fire surface 1303 and other components during transport and assembly of the engine.

[0059] Moreover, in FIG. 16 shows the diameter 1304 of the outer wall 1302. FIG. 16 shows the diameter 1306 of surface 1308 defining the inside of the fluid seal 618 of FIG. 9. The diameter 1304 can be approximately 212.5 mm, which allows the gasket to be positioned to seal the combustion gases along the lip, at a location that allows the gasket to expand. However, in alternative examples, the protrusion may have a different diameter, selected based on factors such as cylinder diameter, gasket size, expected cylinder pressure, etc. The diameter 1306 can be approximately 233 mm, which can provide the desired distance between the gaskets for sealing the combustion gas and the fluid. In alternative embodiments, the diameter may have a different value, selected based on the above factors.

[0060] FIG. 17 is a detailed view of the protrusion formed in the cylinder head 500. In addition, the cylinder head 500 may have a step 1310. The step 1310 reduces the dead volume in the cylinder. The result of a decrease in cylinder dead volume can be an increase in engine efficiency and a reduction in harmful emissions. In addition, to provide the desired reduction in dead volume in the cylinder, the axial height 1312 of the step 1310 can be approximately 0.1 mm, although other values of this height are possible. The axial height 1314 of the projection 1300 is shown in FIG. 17. In one example, to achieve the aforementioned cylinder head handling characteristics, the height 1314 may be approximately 1.4 mm. However, the height may vary depending on the thickness of the flue gas seal, crankcase profile, expected flue gas pressure, etc.

[0061] FIG. 18 shows an oil scraper ring 606 with beveled surfaces 607 located on opposite sides of the ring. The design of the oil scraper ring with a double-sided beveled profile reduces the possibility of incorrect installation of the gasket For example, the installation of the ring in the "inverted" position can be eliminated due to the symmetry of the gasket with respect to the chamfers. The axial height 1400 of the chamfered surfaces 607 is shown in FIG. 18. The axial height may be approximately 1.6 mm and the beveled angle 1401 may be approximately 45 degrees to allow the ring in the cylinder liner to mate and mate with the cylinder head. However, the height and angle of the beveled surface can be adjusted depending on the geometry of the cylinder liner, the geometry of the cylinder head, the expected load on the oil scraper ring, etc. The axial height 1402 of the oil scraper ring 606 is depicted in FIG. 18. To achieve the desired oil removal parameters, the axial height 1402 can be approximately 24.3 mm. However, the height of the oil scraper ring can be adjusted depending on factors such as cylinder liner profile, expected cylinder pressure, cylinder head profile, etc.

[0062] FIG. 19 depicts a gasket 618 for sealing a fluid. Gasket 618 may have coolant holes 1500 and lubrication holes 1502. In one example, the gasket 618 may further include an air and aerated lubricant hole 1503. The peripheral coolant, lubricant and / or air and aerated lubrication holes 1500, 1502, 1503 may be one or more elastomeric flanges 621 coupled to base 1504. Base 1504 may extend circumferentially around cylinder bore 1505. Elastomeric flanges can be made from the appropriate material and selected based on parameters for a specific application. Suitable materials can include thermosetting or thermoplastic polymers. Suitable thermoplastic materials can include fluorocarbon polymer (FKM). Suitable thermosetting materials may include vulcanized materials. The elastomeric lip can be unfilled or filled. If the rim is filled, suitable fillers may include glass beads or granules, metal particles or ceramic particles. Suitable metals may include metals that are relatively soft and may have a coefficient of thermal expansion (CTE) that matches or complements the CTE of the engine components to be sealed.

[0063] FIG. 20 shows a sectional view of a fluid sealing gasket 618. In addition, in FIG. 20 shows elastomeric flanges extending from base 1504. More specifically, elastomeric flanges include two upper flanges 1600 extending vertically upward from the base 1504 and two lower flanges 1602 extending vertically downward from the base. In the illustrated example, the top and bottom flanges may be asymmetrical about axes 1604 parallel to the central axis of the cylinder. When this profile is assembled, the top and bottom flanges are compressed and deformed, creating an effective seal for sealing the coolant and lubricant. However, in other examples, at least a portion of the flanges may have symmetrical profiles. In some examples, the top and bottom flanges may extend along the inner edge 1606 of the base 1504 to provide a more effective seal.

[0064] FIG. 21 is a perspective view of cylinder head 500 and cylinder liner 600. The drawing shows valves 1700 passing through the cylinder head 500. FIG. 21 shows a recess 1702 circumferentially surrounding the cylinder liner 600. After assembling the engine and during its operation, the recess 1702 serves as the boundary of the coolant channel, which guides the specified fluid around the cylinder. FIG. 21 shows a sectional plane (line 18-18) for the views of FIG. 22-26.

[0065] FIG. 22 is a cross-sectional view of a gasket for sealing the combustion gases between the cylinder head and the cylinder liner, as well as the cylinder bore. FIG. 23 is an enlarged view of a gasket for sealing combustion gases. The gasket for sealing the combustion gases has a polygonal cross-section. In one embodiment, the gasket may have a rectangular cross-sectional profile, allowing the gasket to deflect resiliently into the groove under load.

[0066] FIG. 24 is another enlarged view of a gasket for sealing combustion gases. In the engine system, a gap 1800 may be formed between the radial outer side 1802 of the combustion gas seal 620 and the outer wall of the projection. The specified gap can allow expansion of the gasket to seal the combustion gases during engine operation. At least in part, expansion may be caused by heat and may be dependent on the CTE of the gasket material. CTE can be set by selecting the gasket material, filler material (if present) and filler concentration (if present).

[0067] FIG. 25 shows a flue gas seal 620 in an unloaded state, while FIG. 26 this spacer is shown with elastic bending under load. When bending, the inner radial side 2000 of the flue gas seal moves axially downward into the recess 1010. This bending of the gasket reduces the local contact pressure in the cylinder head near the bending portion while maintaining a predetermined pressure over the entire radial width 2001 of the pad. Thus, during bending of the gasket, portions of the upper and lower surfaces 2004, 2006 remain in common surface contact with the cylinder head and crankcase, respectively. This force distribution is shown by arrows 2002. Thus, downward bending of the flue gas seal reduces the edge effect of contact pressure. Deflection of the gasket for sealing gaseous products of combustion, which occurs under the influence of thermal and mechanical stress, can reduce or eliminate the likelihood of plastic deformation and cracking of the specified gasket due to plastic deformation. One or more of these effects may depend on the choice of the gasket material. The deformed shape of the combustion gas seal shown in FIG. 26 can provide a point of counteraction to an external radial force and therefore reduce radially outward displacements of the spacer. Thus, movement of the outer radial side 1802 towards the protrusion can be limited. Therefore, the reliability and durability of the combustion gas seal can be increased.

[0068] FIG. 1-26 show typical configurations for the relative positions of various components. In at least one example, if the elements are depicted in direct contact or in direct connection with each other, and such elements can be called, respectively, directly contacting or directly associated. Likewise, elements shown adjacent or adjacent to each other may be said to be adjacent or adjacent to each other, respectively, in at least one example. By way of example, components that are in contact with each other over a common surface may be referred to as contacting along a common surface. As another example, elements located at a distance from each other, and between which there is only a gap and no other components, may be called such in at least one example. As another example, elements shown above / below each other, on opposite sides of each other, or to the left / right of each other, may be referred to as such relative to each other. Moreover, as shown in the drawings, the topmost element or point thereof may be referred to as the “top” of the component, and the lowest element or point thereof may be referred to as the “bottom” of the component, in at least one example. Used in this description, the expressions "top / bottom, above / below, above / below" can refer to the vertical axis of the drawings and be used to describe the positioning of elements shown in the drawings, relative to each other. Thus, in one example, items shown above other items are vertically positioned above other items. As another example, features having the shapes shown in the drawings may be designated by the names of said shapes (eg, round, rectilinear, flat, curved, rounded, beveled, angular, or the like). Moreover, elements depicted as intersecting with each other may be called intersecting elements or intersecting each other, in at least one example. Also, in one example, an element shown inside another element or outside another element may be named as such. FIG. 1-26 are shown on an approximate scale, although other sizes or relationships of sizes could be used. However, as indicated above, the angle 902 shown in FIG. 12 is not true to scale. Used in this description, the expression "approximately" means ± 2%, unless otherwise indicated.

[0069] As used herein, reference to the singular number of an element or step should be construed as not excluding the use of a plurality of said elements or steps, unless the exception is specifically indicated. Moreover, references to the expression "one embodiment" of the present invention should not be construed as excluding the existence of additional embodiments that also contain the listed features. In addition, unless explicitly indicated otherwise, embodiments that “contain”, “include” or “have” an element or a plurality of elements having a certain property may contain additional elements that do not have this property. The expressions "including" and "in which" are used as simple replacements for the corresponding terms "containing" and "where". Moreover, the expressions "first", "second", "third", etc. are used solely as a distinction and do not impose numbering conditions or specific positional order on related objects.

[0070] To disclose the utility model, the present description provides examples, including the most preferred option and allowing a person skilled in the art to implement the utility model in practice, including the manufacture and use of any devices or systems. The patentable scope of a utility model is defined by the claims of the utility model and may include other examples that arise from those skilled in the art. It is assumed that these other examples do not go beyond the scope of the utility model claim if they contain structural elements that do not differ from the exact formulation of the utility model claim, or if they contain equivalent structural elements that differ insignificantly from the exact formulations of the utility model claim.

Claims (13)

1. An internal combustion engine containing: a cylinder liner located in the crankcase and containing a seal located in the groove and in sealing contact with the crankcase; a gasket for sealing gaseous products of combustion, located between the cylinder head and the crankcase, having a polygonal cross-section and surrounding the cylinder around the periphery, moreover, the specified gasket provides a path for transferring the load and sealing the gaseous combustion products in the cylinder, wherein the inner side of the said gasket is located axially above the groove made in the cylinder liner and extending downward relative to the cylinder axis, and when the gasket for sealing gaseous combustion products is not loaded, the lower surface of the groove is located at a distance from the radial side of the said gasket. 2. The internal combustion engine of claim 1, wherein the combustion gas seal is tiltable to provide a point of counteraction to radial external forces during engine operation. 3. An internal combustion engine according to claim 1, wherein the gasket for sealing the combustion gases is made of metal. 4. The internal combustion engine of claim. 1, wherein the outer side of the gasket for sealing the combustion gases is located at a distance from the protrusion of the cylinder head. 5. The internal combustion engine of claim 1, wherein the combustion gas seal is located at a distance from the fluid seal. 6. An internal combustion engine according to claim 1, wherein the combustion gas seal has a rectangular cross-section. 7. The internal combustion engine of claim. 1, wherein the gasket for sealing the combustion gases is located radially outside of the oil scraper ring having beveled surfaces formed on opposite axial sides. 8. The internal combustion engine of claim 1, wherein the cylinder head comprises a shoulder extending radially between the cylinder and a gasket to seal off combustion gases. 9. The internal combustion engine of claim. 1, made in the form of a V-type engine with compression ignition.

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